KR100514370B1 - Apparatus for controlling a rolling for power train in vehicles - Google Patents

Abstract

A vehicle power train rolling control device is disclosed. The disclosed vehicle power train rolling control device includes a power train installed in a vehicle; A plurality of mounts installed around the power train; A chamber installed at one side of the power train and storing oil; A rotating shaft rotatably installed at one side of the chamber; A motor connected to rotate the rotating shaft; At least one mass cylinder installed in the chamber and provided with an orifice to linearly move out of the rotation shaft by a rotation force of the rotation shaft; And an ECU that recognizes the TPS, RPM and TGS signals in the vehicle and applies an inverse inertia moment that increases linearly in the opposite direction to the rotation moment of the power train to suppress rolling of the power train. do.

According to the present invention, there is an advantage that vibration and noise can be reduced when driving and starting a vehicle.

Description

Power train rolling control device for vehicle {APPARATUS FOR CONTROLLING A ROLLING FOR POWER TRAIN IN VEHICLES}

The present invention relates to a power train rolling control device for a vehicle, and more particularly, to a power train rolling control device for a vehicle for reducing acceleration transmission noise and vibration during starting and running of the vehicle.

Power train mounting is a structure that controls the amount of displacement caused by power train inertia during vehicle launch with a constant spring constant determined initially.

In general, the vibration characteristics transmitted from the power train to the vehicle body at the time of vehicle start and normal acceleration have opposite characteristics. During oscillation, the rolling phenomenon caused by the power train inertia exerts an impact with a relatively large displacement amount, and during normal driving, the power train is restored to its initial installation state, so that the vibration with a relatively small displacement amount is random. The frequency is transmitted continuously to the body.

Therefore, when the mounting spring constant is high, the power train rolling displacement is reduced, which reduces vibration transmitted to the vehicle body during oscillation, thereby improving driving noise and driving comfort.However, high spring constant is not sufficient to insulate continuous vibration with relatively small amplitude amplitude during normal driving. It is disadvantageous, so vehicle running noise and running feeling are worse.

In the graph of FIG. 1, the elastic region is a section for insulating transmission vibration of continuous small displacement during normal driving, and the plastic region is a section for transmitting impact vibration of large displacement during oscillation.

Therefore, as the spring constant increases, the inclination of the elastic region increases, and the amount of mounting rubber displacement reaching the plastic region decreases, thus reducing the power train rolling displacement, which improves the driving feeling when starting, and then the elastic section that controls the constant small displacement during normal driving. This reduces the acceleration running noise.

On the basis of this theory, the development of power train mounting is developed to be the intersection point which improves the start noise and normal driving noise at the same time.

With the above-described technology, there is a limit of the development level because the noise cannot be developed at the time of oscillation and normal driving at the time of mounting development, and is always developed around the intersection point.

The apparatus shown in FIG. 2 is equipped with a hydraulic cylinder 21 between the roll mounting 22 and the power train 10 mounted on the power train 10 to input engine starting, vehicle speed and TPS. By adjusting the oil amount to the hydraulic cylinder 21 by using the motor based on the input from the ECU, the offset of the power train 10 is applied in advance so that the rolling displacement is reduced. Accordingly, it is possible to simultaneously develop driving noise and normal driving noise during oscillation.

In this arrangement, the hydraulic cylinder 21 has two oil chambers and an orifice in the middle, so that the engine reservoir, the vehicle speed, and the TPS are recognized before the rolling of the power train 10 takes place before the oil reservoir tank. From the motor, the amount of oil in the hydraulic cylinder 21 is increased, the A position of the roll mounting support bracket 23 is changed to the offset displacement amount position, and the rolling displacement amount is corrected in advance. By returning the oil to the reservoir tank using a motor, acceleration driving noise can be improved by reducing vibration transmitted to the vehicle body through the engine, the transmission, and the roll mounting 22 at the time of starting and driving.

In operation, first, when the engine is turned on, the vehicle speed is increased, and the TPS open signal is input, the inputs are input to the ECU, the motor is driven, and the hydraulic cylinder 21 is operated by the oil reservoir tank. ) The amount of oil inside is increased. And the power train 10 rolling offset correction amount is increased.

In addition, when the engine starts on, the vehicle speed decreases, or the normal driving and the TPS close signal is input, when the input is input to the ECU, the motor is driven and the oil amount in the hydraulic cylinder 21 is reduced by the oil reservoir tank. . And the power train 10 rolling offset correction amount is reduced.

The above-described technique prevents plastic deformation of each mounting rubber insulation member by offsetting the rolling displacement amount of the power train 10 in advance, thereby reducing acceleration running noise at the time of vehicle starting and driving.

However, the power train 10 performs a vector motion having a directionality and a phase, not a scalar amount in which only the rolling amplitude increases or decreases linearly. That is, the power train 10 is biased only once in the rearward direction and is not normalized in place, but is rolled in the front and rear direction for a period of time and then normalized.

FIG. 3 is a diagram illustrating this, and in FIG. 3, A shows a rolling phenomenon occurring in the front and rear direction after the vehicle starts, and B shows the largest rolling width in the rear direction when the vehicle starts.

Therefore, the above-described technique is effective at the time when the power train 10 is rotated to the largest when the oscillation is rolled back, but it is a technique that is insufficient to control the amount of the vector is repeated after the oscillation occurs.

As described with reference to FIG. 4, the problem with the above problem is to control only the amplitude of the A time point to improve the acceleration driving noise during the start-up and the driving.

In the graph of FIG. 4, A is a point in time when the power train is rolled forward when the vehicle starts, B is a normal position of the power train after vehicle start, and C is a point in time when the power train rolls smaller than the A amplitude in all directions. , D is the normal position of the power train, E is the time when the power train is rolled in the backward direction. And F is the point at which the power train position is normalized after the vibration in the front-rear direction.

First, a stepwise method of setting an offset displacement amount in advance is a step control method. In other words, instead of continuously controlling the rolling amplitude, it is a proportional control (P-control) scheme that instantaneously controls only the rolling amplitude.

As shown in FIG. 5, the power train 10 repeatedly vibrates back and forth between the A-B sections as described above. However, since the rolling displacement amount offset is set only in the rear direction, the rolling in the forward direction is not controlled. In addition, tip-in impact occurs by controlling the step method discontinuously.

On the other hand, in Figure 5, A is a rolling displacement displacement offset correction time after the power train when the vehicle starts, B is a rolling displacement offset offset time.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object thereof is to provide a power train rolling control apparatus for a vehicle to reduce acceleration transmission noise and vibration during starting and driving of a vehicle.

Vehicle power train rolling control apparatus of the present invention for achieving the above object, the power train installed in the vehicle; A plurality of mounts installed around the power train; A chamber installed at one side of the power train and storing oil; A rotating shaft rotatably installed at one side of the chamber; A motor connected to rotate the rotating shaft; At least one mass cylinder installed in the chamber and provided with an orifice to linearly move out of the rotation shaft by a rotation force of the rotation shaft; And an ECU that recognizes the TPS, RPM and TGS signals in the vehicle and applies an inverse inertia moment that increases linearly in the opposite direction to the rotation moment of the power train to suppress rolling of the power train. do.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 6 schematically shows a configuration of a vehicle power train rolling control apparatus according to the present invention, and FIG. 7 shows a detailed view of some components of FIG. 6.

Referring to each of the drawings, the vehicle power train rolling control apparatus according to the present invention, the power train 30 installed in the vehicle, a plurality of mounts provided around the power train 30, and the power train 30 of the A chamber 50 installed at one side and storing oil, a rotating shaft 31 rotatably installed at one side of the chamber 50, and a motor connected to rotate the rotating shaft 31 (not shown). And a mass cylinder 51 installed in the chamber 50 and having an orifice 51a linearly moved out of the rotation shaft 31 by the rotation force of the rotation shaft 31. ), And by applying a reverse moment of inertia that increases linearly in the direction opposite to the rotation moment of the power train 30 by recognizing the TPS, RPM and TGS signals in the vehicle, thereby suppressing rolling of the power train 30. It is configured to include the ECU.

The mount includes a front roll mount 44 and a rear roll mount 43 installed before and after the power train 30, and a transmission mount 41 and an engine mount 42 provided on the left and right sides of the power train 30. In particular, although not shown in the drawing, the chamber 50 is provided in brackets provided in the transmission mount 41 and the engine mount 42, respectively.

Referring to the operation of the vehicle power train rolling control apparatus according to the present invention having the configuration as described above are as follows.

Rotation vibration transmitted to each mounting by linearly controlling the rolling moment of the power train 30 by using the vehicle power train rolling control device according to the present invention to attenuate rolling of the power train 30 generated when the vehicle starts and runs. In other words, by reducing the vibration of the vector component and suppressing plastic deformation so that only elastic deformation occurs, accelerated transmission noise and vibration during oscillation and driving are reduced.

The vehicular power train rolling control device according to the invention consists of a mass cylinder 51 having a series of orifices 51a and in a chamber 50 filled with oil. The system recognizes the TPS, RPM, and TGS signals that the power train 30 is rolling in the ECU and applies a reverse moment of inertia that increases linearly in the opposite direction to the power train 30 rotational moment. Suppresses rolling. That is, the rotation moment generated by rolling the power train 30 is canceled by the device.

The vehicle power train rolling control device generates a linear inertia moment of inversely proportional to the rolling of the power train 30 by judging by the TPS, RPM and TGS signals as inputs and being determined by the ECU.

The principle of this system is that the rotating shaft 31 is rotated by a motor and the mass cylinder 51 with the orifice 51a is linearly out of the rotating shaft 31 by the rotational force in the chamber 50 filled with oil. By moving, a linear inertia moment is generated.

The operation sequence is, first of all, the engine start-up, and when the vehicle speed increase, the TPS, RPM, TGS signals are input, inputs are input to the ECU, the motor is driven, and the rotation of the rolling control device for the vehicle power train 30 is performed. Increasingly, the mass cylinder 51 in the oil chamber 50 moves out of the chamber 50 by centrifugal force. And the inertia moment applied to the power train 30 increases.

In addition, when the engine is on and the vehicle speed is reduced or the normal driving TPS, RPM, and TGS signals are input, inputs are input to the ECU, the motor is driven, and the rotation of the vehicle power train 30 rolling control device is reduced. Then, the mass cylinder 51 in the oil chamber 50 moves inside the chamber 50 by centrifugal force. Then, the inertia moment applied to the power train 30 is reduced. More specifically, as shown in FIG. 7, the mass cylinder 51 in which the orifice 51a is formed is filled with an oil-filled chamber 50. The linear inertia moment is generated by linearly moving out of the rotation shaft 31 by the rotational force of the rotation shaft 31 rotated by the motor within, and thus the rotation generated by the rolling of the power train 30. The moment is controlled linearly. Therefore, the rotation moment of the power train 30 is attenuated by the inertia moment described above.

As described above, the present invention controls the phenomenon in which the power train 30 rolls back and forth according to the vehicle driving state by simultaneously considering phase and amplitude, so as to control only the amplitude of the A point at the time of starting as shown in FIG. Rather, it effectively controls all subsequent back and forth vibrations to reduce the vibrations transmitted to each mounting. Therefore, the vibration and noise improvement effect is increased when starting and during normal driving.

In the related art, the instantaneous amplitude control method (step control method) does not control the rolling amount linearly during the rolling control, but turns to an amplitude peak, thereby causing the phenomenon of too much or too little rolling amplitude control before and after the peak. While the oscillation may be excessively initially during oscillation, by applying the present invention, it is possible to prevent tip-in vibration in advance by linearly controlling the actual power train 30 rolling amplitude, and the controlled amplitude is excessive or insufficient. To keep it constant.

On the other hand, Figure 9 is a comparison graph showing the rolling amplitude control amount to which the present invention is applied.

As described above, the vehicle power train rolling control apparatus according to the present invention has the following effects.

Vibration and noise during vehicle cooling and start-up can be reduced.

In addition, the vibration damping dynamic damper can be eliminated, and various vibration reducing hoses and cables mounted on the dash can be simplified, resulting in cost reduction and weight reduction.

In addition, mounting durability due to power train rolling control can be reduced.

Although the present invention has been described with reference to one embodiment shown in the drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent embodiments are possible. Therefore, the true scope of protection of the present invention should be defined only by the appended claims.

1 is a graph showing a general elastic region.

Figure 2 schematically shows a roll mounting apparatus according to the prior art.

3 is a view showing for explaining the rolling phenomenon occurring in the power train according to the prior art.

4 and 5 are graphs shown for explaining the rolling generated in the power train according to the prior art.

6 is a view schematically showing the configuration of a power train rolling control apparatus for a vehicle according to the present invention.

FIG. 7 is a detailed view of some of the configuration of FIG. 6; FIG.

8 and 9 are graphs shown for explaining the vibration and rolling generated in the power train to which the present invention is applied.

<Description of the symbols for the main parts of the drawings>

30. Power Train

31. Rotating shaft

50. Chamber

51.Mass Cylinder

51a. Orifice

Claims (1)

A power train installed in the vehicle; A plurality of mounts installed around the power train; A chamber installed at one side of the power train and storing oil; A rotating shaft rotatably installed at one side of the chamber; A motor connected to rotate the rotating shaft; At least one mass cylinder installed in the chamber and provided with an orifice to linearly move out of the rotation shaft by a rotation force of the rotation shaft; And an ECU that recognizes the TPS, RPM and TGS signals in the vehicle and applies an inverse inertia moment that increases linearly in a direction opposite to the rotation moment of the power train to suppress rolling of the power train. Automotive power train rolling control.